California Highways

Routes 25 through 32

Click here for a key to the symbols used.
"LRN" refers to the Pre-1964 Legislative Route Number.
"US" refers to a US Shield signed route.
"I" refers to an Eisenhower Interstate signed route.
"Route" usually indicates a state shield signed route, but said route may be signed as US or I.
Previous Federal Aid (pre-1992) categories:
Federal Aid Interstate (FAI); Federal Aid Primary (FAP);
Federal Aid Urban (FAU); and Federal Aid Secondary (FAS).
Current Functional Classifications (used for aid purposes):
Principal Arterial (PA); Minor Arterial (MA);
Collector (Col); Rural Minor Collector/Local Road (RMC/LR). Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.

Quickindex

State Route 25

(b) (1) Upon a determination by the commission that it is in the best
interests of the state to do so, the commission may, upon terms and conditions
approved by it, relinquish to the City of Hollister the portion of Route 25
that is located within the city’s jurisdiction between Sunnyslope Road
and San Felipe Road prior to the relocation of that portion of Route 25 through
adoption of the proposed new easterly bypass alignment of Route 25, if the
department and the city enter into an agreement providing for that
relinquishment.

(2) The terms and conditions imposed pursuant
to paragraph (1) shall include a requirement for the City of Hollister to
maintain within its jurisdiction signs directing motorists to the continuation
of Route 25 until such time as the new easterly bypass alignment is adopted and
opens to traffic.

(3) A relinquishment under this subdivision
shall become effective immediately following the recording by the county
recorder of the relinquishment resolution containing the commission’s
approval of the terms and conditions of the relinquishment.

(4) On and after the effective date of the
relinquishment, both of the following shall apply:

(A) The relinquished former portion of Route 25
shall cease to be a state highway.

(B) The relinquished former portion of Route 25
may not be considered for future adoption under Section 81.

(5) Upon a determination by the commission that
it is in the best interests of the state to do so, the commission shall, upon
terms and conditions approved by it, adopt into the state highway system the
proposed easterly bypass alignment for Route 25 that is located between
Sunnyslope Road and San Felipe Road in the City of Hollister. The adoption may
occur at any time after the effective date of the relinquishment pursuant to
paragraph (3).

In January 2014, the CTC authorized relinquishment of right of way in
the city of Hollister on Route 25 (Tres Pinos Road, Nash Road, San Benito
Street, and San Felipe Road) between Sunnyslope Road and Bolsa Road, under
terms and conditions stated in the letter dated December 18, 2013, determined
to be in the best interests of the State. Authorized by Chapter 523, Statutes
of 2013, which amended Section 325 of the Streets and Highways Code.

In 1963, this route was defined to run "from Route 198 to Route 180 near
Paicines."

In 1984, the route was divided into two segments, "(a) Route 198 to
Route 156 in Hollister. (b) Route 156 in Hollister to Route 101 near Gilroy."
The portion from Route 25 in Paicines to Route 101 near Gilroy was transferred
from Route 180. Originally, Route 180 was to have been much longer, and would
have continued from its present terminus to Route 5, and had a segment from
Route 5 to Route 25, and the Route 180 would have continued on into Gilroy.
This routing for Route 180 was deleted in 1984.

In 2001, the discontinuity in Hollister was removed by SB 290, Chapter
825, 10/12/2001.

In 2013, SB 788 (Chapter 525, 10/9/13) added the language permitting
relinquishment to the City of Hollister of the portion of Route 25 that is
located within the city’s jurisdiction between Sunnyslope Road and San
Felipe Road prior to the relocation of that portion of Route 25 through
adoption of the proposed new easterly bypass alignment of Route 25.

This segment was originally LRN 119, and had the same routing. It was
defined in 1933. In 1934, Route 25 was signed along the route from Jct. Route
198 near Priest Valley to Jct. US 101 near Gilroy, via Hollister.

This
project constructed a 2.7 mil urban arterial with 6 lanes from Sunnyslope Road
to East Park Street, and a 4 lanes from East Park Street to Bolsa Road. It
included grading, paving, traffic signals, bike lanes, signing, striping, and
sound walls. The total cost was $43.3 million. Environmental work started in
December 2004, and the project was opened in November 2008.

There have been a number of changes made to this route to improve
safety. In 2000, a dozen people were killed on the flat, two-lane 11-mile
stretch between Gilroy and Hollister. By 2003, Caltrans had installed a
four-foot median rumble strip flanked by double yellow stripes; widened the
shoulders with more rumble strips placed there; banned passing; and set the
speed limit at 55 mph. This has made it safer: 97 people on the stretch from
2000 to 2002, 56 have been injured from 2003 to 2006. Crashes have fallen
39%.

In 2010, work continued on making Route 25 safer. The first phase of
construction included work on the western side of Route 25 and the project
area. The primary work that was completed includes paving the western roadway
shoulders and construction of private driveway access roads. The second phase
of construction included work on the eastern side of Route 25. Phase II work
included excavation, grading, and shoulder widening. The net goal is driveway
consolidation.

In March 2014, the CTC considered a route adoption in the city of
Hollister. The purpose of the route adoption was to restore the connectivity of
Route 25 by establishing a new alignment for a portion of Route 25 east of
downtown city of Hollister. A portion of Route 25 through the City was
relinquished by the California Transportation Commission (Commission) on
January 29, 2014. Senate Bill 788, approved by the Governor on October 3, 2013,
allowed the relinquishment to precede the bypass route adoption by amending
Section 325 of the Streets and Highways Code. Route 25 traverses the entire
north-south length of San Benito County. From the southern county boundary at
the junction of Route 198 near King City, Route 25 extends north through the
unincorporated communities of Paicines and Tres Pinos, and through the City to
the northern county boundary near Gilroy where it connects to US 101. This
route is classified as a minor arterial, and it is primarily a rural facility.
Within the City, the relinquished portion of Route 25 is a two-lane facility
with no shoulders except for a section through downtown Hollister. The one-mile
long section along San Benito Street and San Felipe Road between 7th Street and
Bolsa Road is four lanes wide and the shoulders are used for parking. Speed
limits range from 25 mph to 40 mph and increases to 55 mph when Route 25
connects to Bolsa Road north of downtown. The City, through the Council of San
Benito County Governments (SBtCOG), initiated and built a bypass and requested
that the Department adopt the bypass as the new location of Route 25.
Additionally, the City desired to control the existing Route 25 within the city
limits and accept relinquishment of the route through downtown Hollister (per
City Council of City of Hollister Resolution No. 2013-180). In 2006, the
Department and SBtCOG entered into a cooperative agreement for the construction
of the Route 25 City of Hollister bypass with the intention of transferring it
to the Department through a future Transfer of Highway Location Commission
action item. The agreement indicated that SBtCOG would design and construct the
bypass in accordance with state highway standards, policies and practices. The
route transfer would consist of two actions: 1) the adoption of the newly
constructed bypass facility as the new Route 25 and 2) the relinquishment of
the existing Route 25 within the city of Hollister to the City. The bypass
project construction was completed, and the roadway opened to travel in
February 2009. The bypass was constructed as an urban arterial 2.63 miles long
with five at-grade intersections. It begins at the intersection of
Sunnyslope/Tres Pinos Roads and Airline Highway (Route 25) and extends north as
a six-lane facility with signalized intersections at Sunnyslope/Tres Pinos
Roads and East Park Street. North of East Park Street, the bypass continues as
a four-lane facility with signalized intersections at Hillcrest Road, Meridian
Street, and Santa Ana Road. North of Santa Ana Road, the four-lane facility
turns westward to intersect with San Felipe Road and connect to the two-lane
Bolsa Road (Route 25). The bypass provides an improved level of service and
better serves regional traffic than the existing Route 25, which is located in
a congested downtown and commercial area. However, this facility presents a
number of deficiencies that do not comply with Department standards. The Route
Transfer Report (RTR) approved on April 2, 2012, identified these deficiencies
and did not recommend the route transfer until corrective action was taken. The
bypass non-standard features included deficiencies with the hydraulic-drainage
systems (improper construction of drainage inlets, type of dike used, etc.),
roadway geometrics (super-elevation rate is insufficient for the posted speed),
storm water management (the project did not comply with the National Pollutant
Discharge Elimination System Permit), roadway pavement (longitudinal cracks in
the shoulder section and concrete dikes), soundwall (separation along the
expansion joints), and signal loops (advance loops at the signals are at the
wrong locations). With the proposal from the Department to program a SHOPP
project to address the deficiencies, the City agreed to accept relinquishment
of the existing Route 25 within the city limits at no cost to the Department.
The City pursued enabling legislation to allow the Commission to approve the
relinquishment of Route 25 to the City. In June 2013, the Project Study Report
(PSR) was approved to allow the Department to program the SHOPP project and
address the deficiencies identified in the RTR. The estimated cost of the
project is approximately $ 9,235,000, which includes construction and Right of
Way costs escalated to the year of construction. The project is scheduled to
begin construction in Fiscal Year 2017-18. On October 3, 2013, the Governor
approved Senate Bill 788, allowing the relinquishment to precede the bypass
route adoption by amending Section 325 of the Streets and Highways Code. On
January 29, 2014, the Commission approved relinquishment of a portion of Route
25 to the City. The relinquished alignment through downtown Hollister runs
along Tres Pinos Road and San Benito Street, to the intersection of San Felipe
Road and Bolsa Road (Route 25). The bypass benefits to the state include: a new
facility with access control between intersections, no parking allowed, and a
striped bike lane within the eight-foot wide shoulder. All bypass intersections
are projected to be at Level of Service (LOS) C or better in 2025, with the
exception of the intersection at San Felipe Road. It will be at LOS D, but
improved from the existing condition of LOS F. In comparison, the relinquished
Route 25 route serves local traffic at lower levels of service, allows parking,
functions as a minor arterial with multiple access points between
intersections, and does not provide for a bike lane. The expected ten-year
bypass maintenance cost is comparable to the maintenance cost for the
relinquished Route 25. The route adoption has the support of all local
agencies. Resolutions requesting the Department to transfer Route 25 to the
bypass have been passed by the City, the County of San Benito, and SBtCOG.

The SAFETEA-LU act, enacted in August 2005 as the reauthorization of
TEA-21, provided the following expenditures on or near this route:

High Priority Project #2227: Widening to four lanes and other
safety improvements on Route 25 from Hollister to Gilroy. $2,928,000.

In October 2013, the CTC considered for future approval of funding a
project in San Benito County that will realign and straighten a portion of
Route 25 near the town of Paicines. The project is programmed in the 2012 State
Highway Operation and Protection Program. The total estimated cost is
$4,205,000 for capital and support. Construction is estimated to begin in
Fiscal Year 2014-15. The scope, as described for the preferred alternative, is
consistent with the project scope programmed by the Commission in the 2012
State Highway Operation and Protection Program.

The route that would become LRN 25 was first defined in the 1909 First
Bond Act as running from Nevada City to Downieville. In 1933, it received two
extensions: [LRN 37] near Colfax to [LRN 17] near Grass Valley, and [LRN 25] at
Downieville to Blairsden-Truckee Road near Sattley. In 1935, it was codified
into the state highway code as:

State Route 26

In 1963, this segment was defined as two segments: “(a) Route 4 to
Route 99 near Stockton” and “(b) Route 99 near Stockton to Route
12”. In 1994, Chapter 1220 deleted segment (a), and changed this segment
to be “Route 99 in Stockton to Route 12 at Valley Springs."

What happened in 1994 is that a portion of Charter Way west of Route 99 was
designated as Route 26 (up to where Mariposa Road meets up with Charter Way).
Charter Way west of that point is now signed as Business Route 99 and was US 99/Route 4,
with Mariposa Road southwest to Farmington Road also a part of US 99/Route 4).

This segment was signed as Route 8 before the 1964 renumbering, and was LRN
5, defined in 1933. Information on the original routing signed as Route 26 may
be found below.

In June 2007, the CTC considered a project in San Joaquin and Calaveras
Counties that would make roadway improvements near Linden from Wimer
Road/Ospital Road to Savage Way. This project is fully funded in the 2006 State
Highway Operation and Protection Program (SHOPP). The total estimated project
cost is $21,008,000. Construction is estimated to begin in FY 2008-09. The
project will involve construction activities in the environmentally sensitive
habitat of the California tiger salamander and the Western spadefoot toad.
Three archaeological sites that are eligible for the National Register of
Historic Places are located within the project area. In addition, farmland and
relocation issues resulted in a Mitigated Negative Declaration being completed
for this project.

In April 2012, the CTC
approved for future consideration of funding a project in San Joaquin County
near the town of Linden that will realign two existing curves and replace the
Sandstone Creek Bridge with a triple box culvert. The project is programmed in
the 2012 State Highway Operation and Protection Program (SHOPP). The total
estimated project cost is $6,049,000 for capital and support. Construction is
estimated to begin in Fiscal Year 2012-13. The scope, as described for the
preferred alternative, is consistent with the project scope programmed by the
Commission in the 2012 SHOPP.

In September 2011 and October 2011, the CTC approved vacation of right of
way in the county of San Joaquin along Route 26 at 0.4 mile north of North
Escalon Bellota Road, consisting of superseded highway right of way no longer
needed for State highway purposes. The County of San Joaquin was given a 90-day
notice of intent to vacate, without protesting such action.

[SHC 253.3] Entire portion (Stockton to Valley Springs). Added to the
Freeway and Expressway system in 1965.

From Route 12 to Route 88 near Pioneer Station via Mokelumne Hill and West
Point.

In 1963, this segment was first defined (by Chapter 385) as "Route 12 to
Route 49 near Mokelumne Hill.". Before the year was out the routing was
extended by Chapter 2155 to be "to West Point via Mokelumne Hill." In 1984, it
was extended by Chapter 409 to terminate at "Route 88 near Pioneer Station via
Mokelumne Hill and West Point" by a transfer of a segment from Route 104.

This segment from Route 12 to West Point was originally signed as Route 8,
and was part of LRN 5. This portion of LRN 5 was defined in 1963.

The remainder of this segment of Route 26 was originally Route 104. Route
104 was defined in 1970; the segment was transferred to Route 26 in 1986.

The segment between the community of Mokelumne Hill and West Point is named
the "Stephen P. Teale" highway. Physician and California State Senator
from 1953 to 1972, Stephen P. "Doc" Teale worked to establish the state
legislature's first computer system. The Stephen P. Teale data center, a
computer facility supporting California government, is also named for Doc
Teale. Named by Senate Concurrant Resolution 43, Chapter 106, in 1997.

Bridge 30-0052, crossing the Middle Fork of the Mokelumne River, near West
Point, is named the "Tom Taylor Bridge". Tom Taylor, a lifetime resident
of Calaveras County, served as a County Supervisor and was instrumental in
securing funding for the construction of the bridge that bears his name. It was
named by Assembly Concurrent Resolution 105, Chapter 107 in 1998.

In 1934, Route 26 was signed along the route
from Route 3 (US 101A, later Route 1) near Seal Beach to US 101 near Santa Ana
along Bolsa Avenue. This was LRN 183, defined in 1933, and deleted by 1951. The
Route 26 signage appears to have been dropped by the late 1930s.

Between sometime in the 1938 timeframe and July 1, 1964, LRN 173 (defined in
1933), the route originally signed as Route 6 was resigned as Route 26. The
original signed Route 6 ran from Santa Monica to Jct. Route 39 in Fullerton
along roughly Olympic and Whittier. In Los Angeles, it ran between US101A
(Lincoln Blvd) and US101 along 10th Street, later renamed Olympic Blvd (in
1939, the route ran along Pico between Lincoln and Robertson). Evidently, the
original plan was to call this Route 6, but that went away when US 6 was
assigned to a different route. It used the McClure Tunnel now used for I-10.
Olympic Boulevard was built (widened and realigned) in two stages. By 1938,
major improvements were completed. The jog at Figueroa Street was eliminated.
Near Alvarado Street, Hoover Street and Arlington Avenue, Olympic Boulevard was
realigned away from 10th Street to provide continuity. Westerly of Lucerne
Boulevard, Country Club Drive was renamed Olympic Boulevard, widened throughout
and extended through the 20th Century Fox movie studio property. Further
improvements were disrupted by World War II. In 1948, the final links of
Olympic Boulevard were constructed between Crenshaw Boulevard and Lucerne
Boulevard and between Centinela Avenue and Lincoln Boulevard. The latter
project was built as a landscaped divided parkway with no driveways through the
City of Santa Monica. Before the construction of the freeway in downtown LA,
the route continued along Olympic Blvd and 9th St. to Atlantic Blvd (Route 15;
LRN 167). A 1942
map shows that Route 26 was cosigned with Bypass US 101 from approximately
the Olympic/Telegraph junction to Route 19. A 1948 map shows the route running
along Olympic, 9th St, Anaheim, Telegraph, Los Nietos, Whittier Road, La Mirada
Road, and La Habra Road, terminating at the intersection of Manchester Blvd
(then Bypass US 101) and La Habra Road in Buena Park. It was later replaced by
I-10, the Santa Monica Freeway, but early plans show this as the
Olympic Freeway. The signage for Route 26 may have been down by
1959.[Some historical information on 10th St/Olympic Blvd was
derived from "Transportation Topics and Tales: Milestones in Transportation
History in Southern California" by John E. Fisher, P.E. PTOE, available at http://ladot.lacity.org/pdf/PDF100.pdf]

The route that was to become LRN
26 was first defined in the 1916 Second Bond Issue, together with LRN 27. The
wording was "an extension of the San Bernardino county state highway lateral to
the Arizona State Line near the town of Yuma, Arizona, via the cities of
Brawley and El Centro in Imperial County by the most direct and practical
route...". Given that the "San Bernardino county state highway lateral" was LRN
9 (from LRN 4 (US 99) in San Fernando to San Bernardino, this means that LRN 26
initially started near former US 66 in San Bernardino. The 1944 map to the
right shows the spur of LRN 26 into San Bernardino along E Street. From there,
the route continued to Colton, then to Indio, down along the south shore of the
Salton Sea to Heber and Brawley, where it met LRN 27 in El Centro. LRN 27 (US
80, later I-8) then continued easterly from El Centro to Yuma Arizona.

It was extended again on both ends in 1931. On the northwestern end, there
was a significant extension west of Colton, adding a segment that ran from [LRN
26] near Colton via Pomona to Los Angeles. Specifically, segment (i) of Chapter
82 defined it as “[LRN 26] near Colton via Pomona to Los Angeles”. The April
1931 also discussed the proposal for the route, which referred to it as "a
highway from Los Angeles to a connection with [LRN 26] E of Colton". The
confusing part here is that the extension did not start in Los
Angeles; rather, it started from the eastern border of Los Angeles (roughly the
LA River, just E of Eastern Avenue), near Ramona and Garvey. The routing
utilized Garvey (much of which was later subsumed by I-10) and Holt Avenue. The
rationale for the extension was to provide a mid-point route between LRN 9 (US
66) to the north, and the eventual US 60 routing to the south.

The 1931 act also extended the route on the southeastern end, extending it
from El Centro and the junction with LRN 27 (US 80) to the border at Calexico.
The extension's norther end was near the junction of LRN 12 (US 80 - El Centro
to San Diego), LRN 27 (El Centro to Yuma), and LRN 26 (El Centro to Los
Angeles) in the center of the intensely cultivated irrigation district of the
Imperial Valley. The southern terminus was the only important entrance to
California from Mexico E of the Pacific Coast.

In 1933, the route was extended from "Los Angeles (Aliso Street) to [LRN 26]
near Monterey Park via Ramona Blvd", which completed LRN 26 into downtown Los
Angeles. This was the eventual Ramona Expressway that became the San Bernardino
Freeway (I-10).

By 1935, LRN 26 was codified into the highway code as:

Los Angeles (Aliso Street) to Calexico via Ramona Boulevard, Monterey
Park, Pomona, Colton, Brawley, and El Centro, together with a connection
from near Colton to San Bernardino.

A point on the highway specified in subdivision [1] of this section,
approximately two miles west of Brawley, to a point on said highway
approximately 2˝ miles SW of Brawley.

It was primary state highway from San Bernardino to El Centro.

In 1959, Chapter 1841 deleted the connection from Colton to San Bernardino
from the route (which ran along E street). Chapter 1062 earlier that year had
added LRN 275, which was a routing from LRN 26 to LRN 190 (Route 30), so the
connection was effectively transferred from LRN 26 to LRN 275.

From LRN 2 in Los Angeles to Calexico via the vicinity of Montery
Park, Pomona, Colton, Brawley, and El Centro. This segment was the eventual
route of the San Bernardino Freeway (and ran along Ramona Blvd and Garvey
Blvd before freeway construction). It was cosigned as US 99/US 60/US 70
from its junction with US 101 (LRN 2) in downtown LA (the present I-5/I-10
east junction) to the junction with CA 71 (LRN 77) near Pomona.

It then continued cosigned as US 99/US 70 through Colton and Redlands,
rejoining with US 60 near Beaumont. LRN 26 continued E from Beaumont
cosigned as US 60/US 70/US 99 until Indio.

The connection into San Bernardino from Colton, which was part of this
route until 1959, was signed as Route 18.

From Indio, LRN 26 diverged from US 60/US 70, and continued S along the
present-day Route 86 to Brawley, and then to El Centro. It continued
through El Centro to cross US 80 (LRN 12) to Route 111 (LRN 201) near
Heber. This was signed as US 99.

From Route 86 E of Heber to the border, it was signed as US 99, and
later as CA 111.

From a point on the highway specified in segment (1) of this LRN's
definition, approximately two mi W of Brawley, to a point on the same
routing approximately two and one-half mi SW of Brawley. This corresponds
to Route 228 in Brawley, and may have been an alternate routing of US 99.

State Route 27

In 1963, Route 27 was defined as the route from “Route 1 near Topanga Beach
north of the intersection of Sunset Boulevard and Route 1 to Route 118 at or
near Chatsworth.”

In 1965, Chapter 2007 simplified the wording of the origin: "Route 1 near
Topanga Beach north of the intersection of Sunset Boulevard and Route
1...". In 1981, Chapter 292 simplified the wording of the terminus:
"Route 118at or near Chatsworth".

Topanga Canyon originally terminated at Santa Susana Pass Road (in fact, it
was known as Santa Susana Road N of Devonshire). The extension N of Devonshire
St. from just S of the SP Railroad "S" curve to the new freeway was completed
in 1966; this extension climbs an 8% grade to an elevation of 1,232'. Topanga
Canyon Blvd was rerouted sometime in the 1960s between Plummer and Marilla
Street. The original routing was along what is now Topanga Canyon Place, and
went first W of the current route, crossed the current route, and then looped E
and back to the current route shortly N of Marilla Street. This was to avoid a
hill that was later taken down. However, the Plummer to Topanga intersection
was constructed in the 1980s or 1990s.

There also appears to be rerouting between Roscoe and Nordhoff, as well as
slightly around Oxnard. The original terminus was Devonshire Street, where it
met Route 118 and continued N and then W as Santa Susana Ave.

In 1934, Route 27 was signed from Jct. Route 3 (US 101A, later Route 1) near
Topanga Beach to Jct. Route 118 near Chatsworth. This routing was LRN 156,
defined in 1933.

There is an "Old Topanga Canyon Road" that splits off Topanga Canyon Road in
the community of Topanga, and continues on a more westerly and winding route,
meeting Mullholland Drive near Valley Circle. It is unclear if this was an
original routing of Route 27; if it was, it is unclear how the route continuted
easterly to the present Route 27 once US 101 was reached.

In April 2013, it was reported that the Los Angeles County Board of
Supervisors has asked the state to designate the portion from Route 1 to the
Ventura County line as a state scenic highway (essentially, the entire
route).

The route that was to become LRN 27 was first defined in the 1916 Second
Bond Issue as part of the "extension of the San Bernardino county state highway
lateral to the Arizona State Line near the town of Yuma, Arizona, via the
cities of Brawley and El Centro in Imperial County by the most direct and
practical route...". LRN 26 took the portion from the San Bernardino County
lateral (LRN 9) down through Brawley and El Centro. LRN 27 then continued E-ly
from El Centro to Yuma Arizona. (LRN 26 continued S to Calexico as part of LRN
26's 1931 extension)

In 1935, LRN 27 was codified into the highway code as running from El Centro
to Yuma, and was all primary state highway. The definition remained unchanged
until 1963 and the great renumbing. This route was signed as US 80, and is
present-day I-8.

State Route 28

From Route 89 at Tahoe City along the northern boundary of Lake Tahoe to the
Nevada state line at Crystal Bay.

The current definition of Route 28 is unchanged from the 1963 definition.

The present-day routing of Route 28 is not the original routing. In
1934, Route 28 was signed along the route from Jct. Route 1 near Albion to Jct.
US 40 near Davis, vis Sage Canyon. This corresponded to the following
routes:

From Route 1, 8 mi S of Mendocino through Navarro, Boonville, Yorkville,
and McDonald to Route 101 near Cloverdale. This was later signed as Route
128, and was LRN 48.

From Route 101 near Geyserville to Calistoga. This was later signed as
Route 128, and was LRN 103.

Concurrant with Route 29 from Calistoga to 7 mi S of Napa. This was later
resigned to be cosigned Route 128/Route 29, and was LRN 49. Between
Rutherford and Napa, this is now signed as Route 121/Route 29.

From 7 mi S of Napa to Cordelia Suisun. This was signed as Route 12, and
was LRN 8.

N from Vacaville through Winters to US99 near Woodland. This is the route
of the present-day I-505, and was LRN 90.

In 1952, the original routing for Route 28 was renumbered as Route 128.

The present routing was LRN 39 (defined in 1915), and has been signed
as Route 28 since 1952. Prior to 1952, the route was unsigned. The Route 28
designation permitted the route along the north shore of Lake Tahoe between
Tahoe City and the California-Nevada boundary to join Nevada Sign Route 28 at
the state line.

This route continues into Nevada as Nevada 28.

In 2007, the CTC did not recommend using the Corridor Mobility
Improvement Account to fund the Kings Beach commercial core.

In June 2012, the CTC approved for future consideration of funding the Kings
Beach Commercial Core Improvement Project (project) in Placer County, which
will include roadway improvements to Route 28 to accommodate anticipated future
transit and pedestrian needs which will include installing sidewalks;
constructing curbs, gutters, storm drains, and water quality facilities at
specific locations; streetscaping; designating specific road sites as on-street
parking; and construction of new, off-street parking lots at specific locations
within the action area in Placer County.

[SHC 253.1] Entire route. Added to the Freeway and Expressway system in
1959.

The route that would become LRN 28 was first defined in the 1909 First Bond
Act as running from Redding to Alturas. It was also part of the "Lassen State
Highway" established in 1911 by Chapter 498 as follows:

"That certain highway known as the county road and beginning on the
boundary line between Shasta and Lassen Counties in the NE corner of T37N R6E
and running and extending through T38N R6E, T38N R7E, T38N R8E, to the Modoc
County Line...shall be designated and known as the Lassen State Highway"

It was seemingly extended in 1915 when Chapter 765 authorized the survey,
location, and construction of a route "from Surprise valley, in Modoc county,
to the Nevada state line." However, this authorization was rescinded in the
1935 act that created the state highway code.

In 1921, it was more directly extended with Chapter 888, which provided an
appropriation “...for the survey, plans and estimates and for the construction
of the highway from the town of Alturas in Modoc county to the
Nevada-California state line by the most direct and practical route via
Cedarville in connecting with the proposed Nevada state highway...”

By 1935, the route had been codified into the highway code as running "from
Redding to the Nevada line via Alturas and Cedarville". It was primary state
highway from Redding to Alturus. The 1935 definition remained unchanged until
the great renumbering in 1963. The entire route was signed as US 299 between
Redding and the Nevada border.

State Route 29

From Route 80 near Vallejo to Route 20 near Upper Lake via the vicinity of
Napa, via Calistoga, via Lower Lake, passing south of Kelseyville and via
Lakeport.

In 1963, Route 29 was defined as “from Route 80 near the Carquinez
Bridge to Route 20 near Upper Lake via the vicinity of Napa, via Calistoga, via
Lower Lake, passing south of Kelseyville and via Lakeport.” In 1965,
Chapter 1371 reworded the origin of the route to be "near Vallejo" instead of
the Carquinez Bridge.

A 1975 state highway map appears to show an adopted routing from just S of
the Route 37/I-80 intersection to Route 29 near American Canyon Road.

In the 1980s, the Napa River Bridge and the new freeway bypassed the segment
of Route 29 near Napa from Route 29 near Soscol Road to Route 121 at Imola
Avenue. The bypassed segments were transferred to Route 121 and Route 221,
changing their definitions (Chapter 409, 1984), but no change was necessary in
Route 29's definition.

Route 29 between Lakeport and Kelseyville was given an adopted freeway
routing, which is now an expressway. The old route is now Soda Bay Road (Route
281), Big Valley Road to Kelsey Creek, Finley Road south to the Kelseyville
city limit, and Main Street back to Route 29.

In 1909, the first bond act funded LRN 8, which included the portion of
eventual Route 29 from 4 mi S of Napa (the present Route 12/Route 29 junction)
to Napa (present-day Route 121). The future Route 29 was extended again in
1931, when the routing from LRN 8 (now Route 12) near Cordelia (which is 4 mi S
of Napa) via American Canyon to LRN 14 (US 40, now I-80) was added to the state
highway system. This later portion became part of LRN 74. The situation in 1931
was that traffic between the Sacramento Valley and the bay cities could not
find the direct and most advantageous passage from LRN 8 to LRN 14 over
connected state highways. LRN 7 (roughly today's I-580) was available via the
Martinez Ferry, but a better road and bridge facility implied almost exclusive
use of a county highway from the Napa Wye to the Carquinez Straits. It was felt
that a state route should be established to service the through traffic which
was forced onto county roads. The route proposed for LRN 74 was a favorable
route from Cordelia south to LRN 14 by way of American Canyon. This route was 5
miles shorter than the route using the Napa Wye and 9 miles shorter than the
routing through Martinez. The new route avoided the disadvantageous passage
over steep intersecting streets in Vallejo. It was considered appropriate to
add it to the state highway system as it would serve a very large volume of
state traffic now carried over a county highway.

In 1931, the portion between Route 12 and I-80 was at one time signed as
(temp) US 40. In 1934, Route 29 was signed along this route from Vallejo to
Upper Lake, via Calistoga and Lakeport. The portion between I-80 near Vallejo
to Curtola Parkway in Vallejo was defined in 1937, the remainder to 4 mi S of
Napa in 1931.

From 4 mi S of Napa (present-day Route 12) to Napa (present-day Route 121),
Route 29 was LRN 8. Portions of this were cosigned with Route 12; the cosigned
portion is now present-day Route 221 (signed as Route 121). The small portion
between Route 221 and Route 121 in Napa was not part of the highway system
until 1984 when the Napa River Bridge and a freeway bypass were constructed.

Between Route 121 in Napa and Middletown, near Lower Lake, Route 29 was LRN
49. The portion between Napa and Calistoga was defined in 1993, from Calistoga
to Middletown was defined in 1919. Before 1964, Route 29 ran from Middletown to
Lower Lake through Whispering Pine and Cobb (present-day Route 175); this was
LRN 89, defined in 1933. It rejoined the present-day Route 29 5 mi SE of
Kelseyville.

The present-day Route 29 runs along what was Route 53 (LRN 49, defined in
1919) between Middletown and Lower Lake. The route continued as Route 29 (but
was LRN 243, defined in 1959) between Lower Lake and the present-day Route 175
5 mi SE of Kelseyville. The Route 53 segment was renumbered as Route 29 in
1964.

It then ran, signed as Route 29 but LRN 89, along the lower edge of Clear
Lake to 3 mi NW of Kelseyville, and then on to Route 20. This segment was
defined in 1933.

On the north end of Vallejo, Route 29 meets Route 37, which is a stub
freeway from I-80 east to this intersection. Caltrans is building a freeway
interchange here, where Route 37 will fly over Route 29.

In May 2011, the Napa County Board of Supervisors requested that Caltrans
perform a corridor study on Route 29 between Route 37 in Vallejo and Napa
Junction Road north of American Canyon. The study would look for both long- and
short-term solutions to the traffic problems on Route 29, a main thoroughfare
clogged with morning and evening rush-hour traffic.

In August 2011, it was reported that the CTC awarded $300,000 to the
county’s transportation planners to study the Route 29, focussing on Route 29's
southern segment from American Canyon to the city of Napa. In 2010, the
Association of Bay Area Governments (ABAG) and the Metropolitan Transportation
Commission (MTC) awarded the American Canyon $540,000 for planning development
along the Route 29 corridor.

In March 2013, it was reported that the first results from the first
“visioning” phase of a Caltrans-funded Highway 29 Gateway Corridor
Improvement Plan study were released. The study focuses on a 13-mile stretch of
the state-owned road from the Solano County line north to Trancas Street in
Napa, an often congested thoroughfare during morning and evening rush hours.
The report recommended a multi-faceted road into the renowned Napa Valley that
encourages walking, bicycling and public transit while providing access for
local residences and businesses and smooth, uncongested traffic-flow for
commuters. The goal of the study is to come to a consensus on ways to improve
mobility and decrease congestion, while remaining sensitive to adjacent land
uses and following the state’s “complete streets”
guidelines.

In February 2014,the Napa County Transportation and Planning Agency provided
updated results from the study. The draft Route 29 Gateway Corridor Improvement
Plan calls for expanding the highway from four to six lanes from American
Canyon Road to Route 12/Jameson Canyon, as well as new interchanges at Route
12/Jameson Canyon and Route 221 and improvements to the juncture of Route 29
and Route 12/Carneros Highway. In American Canyon, the two new lanes would be
built as frontage roads to siphon off local traffic from the highway. The plan
also adds miles of bicycle paths and sidewalks, and a link to the future Vine
Trail multi-use path that’s planned to run from Calistoga to the Vallejo Ferry.
The character of the 17-mile stretch of roadway (from the Vallejo ferry to
Trancas Street in Napa) would transition from landscaped freeway to “boulevard”
in American Canyon to rural highway further north to align with the
residential, commercial and undeveloped surroundings. The complete draft is
online at nctpa.net/sr-29-corridor–study.(Source: American
Canyon Eagle)

In October 2014, Napa County Transportation and Planning Agency voted to
accept the Gateway Corridor Improvement Plan -- a $349 million plan to improve
Route 29 in south Napa County. This plan would include having six lanes in
American Canyon, building a Soscol flyover at Route 221 and reconfiguring lanes
at the Sonoma County turnoff. The plan also calls for giving Route 29 a look
and character in keeping with the areas it passes through, be it rural or city.
Out of the various projects included in the plan, a $48 million Soscol flyover
at Route 221 near the Butler Bridge is listed as a priority. That’s
because this proposal, which has been around for years, is closest to having
environmental work completed, the plan says. An elevated ramp would take
southbound Route 221 traffic to southbound Route 29 and a new connector ramp
would take southbound Route 221 traffic to northbound Route 29. Soscol Ferry
Road would be limited to right turns in and right turns out. The traffic signal
would be eliminated. Another project would turn Route 29 from a four-lane road
to a six-lane road through central American Canyon. Landscaping, a bike path
and safety improvements for pedestrians would be added. The estimated cost is
$25.5 million. The plan also considers keeping Route 29 four lanes through
American Canyon and adding such improvements as lanes for local traffic
separated from the highway by a landscape strip. This concept acknowledges that
American Canyon uses the road as a Main Street, but that the six-lane option
does more to ease traffic congestion. The state Department of Transportation
plans to hold a meeting in December 2014 to open the 30-day comment period on
the draft environmental report. No money is available yet for construction.(Source: Napa
Valley Register, 10/16/2014)

In May 2011, the CTC approved relinquishment of right of way in the city of
St. Helena along Route 29, between Charter Oak Avenue and 0.1 mile west of
Pratt Avenue, consisting of non-motorized transportation facilities, namely
sidewalks.

In September 2011, the CTC approved relinquishment of right of way in the
city of Napa along Route 29 on Redwood Road, Trancas Street, California
Boulevard, and Permanente Way, consisting of collateral facilities.

As of February 2000, the Route 20 corridor is a hot spot. Mendocino, Lake,
and Colusa Counties have all agreed that they would like to see four lane road
all along the corridor, which is considered a rural principal arterial. In Lake
County, rather than upgrading Route 20 along the North shore of the lake, the
principal arterials will be Route 29 and Route 53 along the South side of the
lake. Project Study Reports in progress for the following:

Upgrading Route 20 to 4 lanes between the beginning of the Coast Range
mountains E to I-5 at Williams.

The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21,
provided the following expenditures on or near this route: High Priority
Project #3803: Expansion of Kelseyville/Lower Lake Expressway in Lake
County. $5,000,000.

The upgrading of the route near Kelseyville was the subject of a draft EIR
at the November 2007 CTC meeting. The basic issue is how to adjust the
centerline of the widened route.

In September 2012, it was reported that plans to replace the decaying
Garnett Creek Bridge on Route 29 are on hold in the face of budget constraints
and opposition from Calistoga residents. The bridge, between Calistoga city
limits and Tubbs Lane, was built in 1902 and is one of a dwindling number of
examples of stone arch bridges built in Napa County in that period. It is a
well-known landmark and is on the National Register of Historic Places.
Caltrans caused a stir in late 2011 when it published a preliminary study that
suggested that the bridge should be replaced. The agency said the bridge would
either need to be demolished to make way for a new one or else preserved by
rerouting the highway about 80 feet downstream to a new span. Either option
would be controversial. Preservationists don’t want to see the historic
structure demolished, but nearby landowners and agriculture groups don’t
want to see the state converting any of Napa Valley’s iconic vineyards
into new roadways. Caltrans noted that the bridge is close to the bottom of the
scale in terms of safety and structural integrity. On the 9-point scale the
agency uses, a new bridge in perfect condition would rate a 9, while a bridge
that scored a 1 would be judged to be an immediate threat to public safety and
would be closed. The Garnett Creek Bridge now rates a 3, largely because the
stream has been steadily eroding the pillars and foundation, and heavy modern
trucks are causing cracking. The bridge is also dangerously narrow by modern
standards: just 19 feet wide, too narrow to safely accommodate two full-sized
trucks at highway speeds. Trucks account for about 9 percent of the 4,000
vehicles that use the bridge daily, an unusually heavy concentration of big
vehicles that is putting enormous strain on the structure. The option of
rerouting Route 29 up Foothill Boulevard and across Tubbs Lane is not
impossible, but would require expensive upgrades to Tubbs Lane before the state
could accept it as a new highway route.(Source: Weekly
Calistogan, 9/29/2012)

According to Robert Cruickshank, above Calistoga, Route 29 becomes a very
winding road. . The Calistoga Grade appears to have been cut quite a while ago,
with a number of switchbacks up to the summit. This lasts for somewhere between
10 and 15 miles. Once you cross into Lake County the roadway straightens out as
it descends into some of the area valleys.

In October 2013, the CTC considered for future consideration of funding a
project in Napa County that will replace the existing Troutdale Creek Bridge on
Route 29 near the city of Calistoga. The project is programmed in the 2012
State Highway Operation and Protection Program. The total estimated cost is
$21,475,000 for capital and support. Construction is estimated to begin in
Fiscal Year 2014-15. The scope, as described for the preferred alternative, is
consistent with the project scope programmed by the Commission in the 2012
State Highway Operation and Protection Program.

In 2007, the CTC considered a request for funding from the Corridor Mobility
Improvement Account (CMIA), which was not recommended for funding. This request
was to construct an expressway from Diener Dr. to Route 175.

In June 2011, the CTC approved $6.1 million to repave stretches of Route 29
and Route 53 in Lake County. The Route 29 work will go from just south of the
junction with Route 53 in Lower Lake to just north of it. For Route 53, the
work will go from Route 29 to just north of 40th Avenue in Clearlake.

In October 2013, the CTC relinquished right of way in the county of Lake on
Route 29 in the unincorporated Town of Middletown at Wardlaw Street, consisting
of superseded highway right of way.

Lakeport: Main Street, Lakeshore Drive.

Portions of this are "Lower Lake" Road.

The interchange of Route 29 and Trancas Road in Napa County is named the
John Castro Memorial Interchange. It was named in memory of John Castro,
a life-long resident of the City of Martinez. John Castro contributed to the
City of Martinez in many ways, including raising cattle and goats, farming corn
and hay, and by helping the less fortunate people. He served two duties in
Vietnam, returning home to work serving the public by constructing bridges. In
particular, he helped many individual's commute time by working on Route 4
improvements between the City of Martinez and the City of Hercules. He also
worked on the Route 29/Trancas Road Project in Napa County in order to tunnel
the highway under the wine train in order to avoid traffic delays. It was while
completing the overcrossing and railroad transferring on July 3, 2003, that a
fatal accident took the life of John Castro at the age of 54. Named by Senate
Concurrent Resolution 68, July 16, 2004, Chapter 119.

The portion of this route in Lake County that is between the Napa county
line and Route 175 is named the "Earle W. Wrieden Memorial Highway".
Earle W. Wrieden was born in Middletown, California on February 8, 1910, and,
except for one year in Berkeley, lived most of his life in Middletown. He was
appointed to the Lake County Board of Supervisors in 1949, where he served for
24 years and where he was instrumental in many changes, advances, and
improvements for the people of Middletown, Lake County, and northern
California. He was heavily involved in water issues in Lake County, especially
relating to Cache Creek and Putah Creek. However, his prime interest was in
roads, including securing funds for the construction and maintenance of county
roads and facilitating the adoption of highly traveled county roads into the
state highway system. Named by Senate Concurrent Resolution 18; Resolution
Chapter 80, 7/1/2001.

The portion of Route 29 from post mile 37.9 to post mile 39.5 in Napa County
is named the "Robert Louis Stevenson's Historic Trail to Silverado. "
This segment was named to commemorate the history of "Silverado". In the 1850s,
volunteers built the Old Bull Trail from what is today the City of Calistoga
over Mount St. Helena in Napa County to what is today Middletown in Lake
County. Due to grades exceeding 35% along the Old Bull Trail, which prevented
wagon travel, the Legislature, in 1866, authorized John Lawley to construct a
private toll road to replace most of the Old Bull Trail starting approximately
1.5 miles north of the City of Calistoga. The toll road over Mount St. Helena
was completed in 1868 with grades of just 12%. This toll road is still in use
today as a public road and is known both as the "Old Toll Road" and as "Lawley
Road". In 1872, John Lawley, along with William Montgomery and William
Patterson, founded the Monitor Ledge Mine on Mount St. Helena just off the Old
Toll Road and later renamed that mine and the surrounding community
"Silverado". During one point in its short three-year life, the mining town of
Silverado housed over 1,000 people. Many more people came and went during that
time in search of fortunes, every one of whom traveled the toll road and the
1.5 mile remnant of the Old Bull Trail that connected that toll road to
Calistoga and to the rest of the Napa Valley. In the summer of 1880, a young
author, running low on cash, and his new bride left their honeymoon suite in
the resort town of Calistoga to become squatters in the mining town of
Silverado, which had been abandoned five years earlier. One hundred twenty-five
years ago, Robert Louis Stevenson's The Silverado Squatters, a travelogue
detailing the young author's trip to Napa Valley, was published for the first
time. In The Silverado Squatters, the best-selling author of Treasure Island
and Strange Case of Dr. Jekyll and Mr. Hyde introduced the world to the beauty
of the Napa Valley and the quality of its wine, famously describing it as
"bottled poetry". In a chapter of The Silverado Squatters entitled "Starry
Drive," Robert Louis Stevenson recounted the brilliant night sky above the 1.5
mile remnant of the Old Bull Trail as he rambled back to his honeymoon perch
one summer evening. Few roads have ever been described so vividly. In 1921, a
local farm bureau successfully petitioned the County of Napa to name a series
of rough roads and trails running along the eastern spine of the Napa Valley,
known collectively as the "Old Back Road," the Silverado Trail after the mining
town Robert Louis Stevenson made famous. Although that collection of roads
running along Napa Valley's eastern spine ended at Tubbs Lane just north of the
Old Toll Road, the County of Napa ended the newly named Silverado Trail 1.5
miles short of the Old Toll Road because the county was making arrangements to
turn that 1.5 mile stretch of road over to the state to incorporate it into a
new modern highway to be built by Lake County. As a result of Napa County's
decision to incorporate this stretch of historic road into a modern highway,
the history of this pioneer pathway, Robert Louis Stevenson's "Starry Drive"
and the last leg of the trail to Silverado, has been lost until now. That
stretch of road predates John Lawley's Old Toll Road, was originally built by
California pioneers in the 1850s, shortly after California's statehood, as part
of the Old Bull Trail, and is now memorialized by a historical marker in
Middletown, Lake County. That stretch of road also predates the City of
Calistoga, which was formed in 1867, and Lake County, which was carved out of
Napa County in 1861. Named by Senate Concurrent Resolution (SCR) 37, Resolution
Chapter 93, on 8/20/2010.

There is a movement afoot to name ports of Route 29 after Robert Mondavi. The
Napa News reported in December 2004 that the plan is to put the legendary
91-year-old vintner's name on Highway 29 through Napa County. Sen. Wes Chesbro
is sounding out local cities and wine industry groups to find out if they would
support dedicating this wine highway to the Napa Valley's most famous
winemaker. The Napa County Board of Supervisors has unanimously supported the
idea, has have elected city leaders serving on the Napa County Transportation
Planning Agency, as long as the wine industry goes along.

Bridge No. 21-0047 on Route 29 at the City of Yountville is officially
designated the "Veterans' Home Memorial Bridge". It was built in 1959,
and was named by Senate Concurrent Resolution No. 30, Chapter 127, in 1994. It
was named after the Veterans Home of California in Yountville CA, which is a
community of and for veterans located in the heart of scenic Napa Valley. The
home provides residential accommodations and a wealth of recreational, social
and therapeutic activities for independent living; plus the added security of
five levels of nursing and medical care. Some 1,200 Veterans (both men and
women) live at the Home. Veterans desiring to be considered for membership must
be residents of California, age 62 or older (or younger if disabled), and have
served honorably.

Bridge 21-0049, at the Napa River in Napa county, is named the "George F.
Butler Memorial Bridge". It was built in 1977, and was named by Assembly
Concurrent Resolution 23, Chapter 48, in 1991. George F. Butler was a CHP
officer who was killed in the line of duty at the age of 52. He was flying as
an observer in a CHP helicopter that was taking aerial photographs of a double
traffic fatality on Interstate 80 near Dixon. After finishing the photographs,
the helicopter then set down a short distance from the accident scene in an
open field adjacent to an irrigation canal. Butler exited the left side of the
aircraft and proceeded to walk up the edge of the canal’s raised berm when he
was struck by the helicopter's main rotor and hurled into the empty irrigation
canal. The 21-year veteran of the CHP was killed instantly.

Bridge 14-0016, the St. Helena Bridge, is the "Robert H. "Bob" Weatherwax
Memorial. Robert H. "Bob" Weatherwax (d. 1996), a lifelong supporter of the
Middletown Unified School District in Lake County, donated land for the
treatment plant now used by the Callayomi Water District. It was named by
Senate Concurrent Resolution 34, Chapter 71 in1997.

The bridge located on Route 29 six miles north of Middletown, is named the
"Frank and Elly Hartmann Bridge". Named in honor of Frank and Elly
Hartmann, who were pioneers in Middletown and the Coyote Valley area. They
established and operated the Hartmann Ranch and many significant contributions
to Middletown and the Coyote Valley area. Named by Senate Concurrent Resolution
45, Chapter 52, May 5, 2004.

[SHC 263.3] From Route 37 near Vallejo to Route 221 near Napa; and from the
vicinity of Trancas Street in northwest Napa to Route 20 near Upper Lake.

The following segments are designated as Classified Landscaped Freeway:

County

Route

Starting PM

Ending PM

Napa

29

10.09

12.49

Napa

29

12.49

13.20

[SHC 253.3] From Route 80 near Vallejo to Oak Knoll Avenue north of the City
of Napa; and from the Napa-Lake county line to Route 20. The portion from Route
121 to north of Napa and from Route 175 to north of Lakeport is constructed to
freeway standards.

As for the timing of the additions to the F&E system, the 1959 statutes
used the older route numbers, so it is harder to follow given a route as
disjointed as this. It is clear that the 1959 Chapter 1062 defined the portion
between Vallejo and Route 221 S of Napa, and the portion from Napa to Upper
Lake as part of the F&E system. By 1963, all of the original definition of
Route 29 was considered Freeway and Expressway. Chapter 998 in 1971 deleted the
segment from Oak Knoll Avenue to the Napa-Lake County Line from the Freeway and
Expressway system.

On 7/18/1974, the freeway routing between Yountville and Calistoga was
rescinced, per CHC Resolution HRU 74.3:

WHEREAS, the California Highway Commission, by resolutions dated September
20, 1955, September 27, 1960 and July 22, 1953 established a freeway location
on State Highway Route 29 in Napa County from 1 mile south of Yountville to
Calistoga and;

WHEREAS, the Legislature at its 1971 Session deleted from the California
Freeway and Expressway System the unconstructed portion of Route 29 from 1
mile north of' Yountville to 3 miles south of Calistoga; now, therefore

BE IT RESOLVED, that the California Highway Commission declares that the
presently maintained location between 1 mile north of Yountville and 3 miles
south of Calistoga shall be the only established location for Route 29; and

BE IT FURTHER RESOLVED that the Department of Transportation is directed
and authorized to dispose of rights of way previously acquired for freeway
purposes on said segment of Route 29 from 1 mile north of Yountville to 3
miles south of Calistoga.

In 1984, a new freeway bypass was created in Napa, and with the changes
involved with the redefinition of Route 121 and Route 221, the portion from
Route 221 S of Napa to Route 121 in Napa was added (Chapter 409).

The route that would become LRN 29 was originally defined in the 1909 First
Bond Act running from Red Bluff to Susanville. In 1919, the Third Bond Act
extended the route from Susanville to the Nevada State Line. In 1933, it was
extended further, from [LRN 35] to [LRN 3] near Red Bluff. It was codified in
the 1935 state highway code as:

This was signed as Route 36, and ran from the present day Route 3/Route
36 junction (LRN 35) to US 99 (LRN 3).

Former State Route 30

No current routing. At one point, portions of the former routing were signed
as Route 30, but upon the connection of Route 210 from San Dimas to Route 215,
the Route 30 portion was finally renumbered as Route 210.

In 1963, this route was defined the route from "Route 210 near San
Dimas via the vicinity of Highland northeasterly to Route 18."

In 1972, the portion from the junction with former Route 106 to Route 18 was
renumbered as Route 330, and what remained of former Route 106, from the Route
106/Route 30 junction to I-10 became part of Route 30, changing the definition
to "Route 210 near San Dimas via the vicinity of Highland to Route 10 near
Redlands.".

In 1998, AB 2388 renumbered this route as Route 210. With the completion of
the freeway segment, the signage was changed from Route 30 to Route 210,
although it is still state shields. Interstate shielding requires AASHTO
approval. Until connection of the original I-210 portion to I-215, there were
places where the route still appears to be signed as Route 30 (as of December
2009, in Claremont and Upland along Baseline Ave and on 19th Street in Rancho
Cucamonga), as well as the freeway portion in San Bernardino.

Note that a big numbering switch also occured in 1964. Prior to 1964, Route
18 ran N from San Bernardino. At Running Springs, it joined with Route 30 (now
Route 330) up from Highland, and continued cosigned Route 18/Route 30 to the W
end of Big Bear Lake. At this point, Route 30 ran along the S edge of the lake,
and Route 18 ran along the N end. When the new definitions went into place,
Route 18 was rerouted to the S side of Big Bear Lake (replacing what had been
signed as Route 30). The cosigning that existed between the W end of Big Bear
Lake and the Route 30 (now Route 330)/Route 18 junction was eliminated, and the
route was just signed as Route 18. The old Route 18 routing on the N side of
the lake was signed as Route 38.

Route 30 started life as LRN 190, defined in 1933. The initial set of state
signed routes in 1934 did not include Route 30. Route 30 was first signed on
the 1952 state highway map running between Los Angeles and the Big Bear resort.
By 1953, Route 30 was being signed between San Dimas and Redlands, Route 30,
located in San Bernardino County, followed Highland Avenue and City Creek Road,
with a temporary western terminus as of 1953 in Upland at the junction of
Euclid Avenue and Foothill Boulevard (US 66). The eastern end of Route 30 is at
Running Springs on Route 18 west of Big Bear Lake. At the time, it was noted
that eventually Route 30 would follow Highland Avenue all the way from its
western terminus near Glendora, in Los Angeles County. That designation was
pending until the portion of Highland Avenue between Glendora and Upland had
been improved.

The former portion of Route 30 that was later re-numbered as Route 330 was
signed as Route 30, and was LRN 207 (defined in 1937). CHPW noted that since
the improvement of City Creek Road around 1950, more and more cars from the Los
Angeles area were using the Route 30 (Route 330) route as an alternate way of
getting to Lake Arrowhead and Big Bear Lake.

The routing from I-210 near San Dimas to I-10 in Redlands was submitted for
inclusion in the interstate system in 1968, but not accepted. See I-210 for a
history of submissions of this segment as part of Route 210.

The designation I-30 was proposed in December 1957 for what is now I-40;
this was rejected by AASHTO.

Cameron Kaiser reports that as of May 2009, most of the Business Route 30 signs on
Highland in San Bernardino are still up, even amidst recent street work
(including a set of new red light cameras at Waterman and Highland).

Current planning maps show Route 30 continuing from the terminus of Route
210 and Route 30 to San Bernardino, using Highland Ave. Currently a section of
freeway exists from Route 215 to approximately 5 miles east to Highland Ave, in
San Bernardino. This will be renumbered as Route 210 once the currently
existing Route 210 portion is completed to I-215.

In November 2000, the California Transportation Commission had two Route 30
projects on its agenda (yes, as Route 30, not Route 210!). One was a $17.5
million request from SANBAG (San Bernardino Associated Governments) for Route
30 from Cucamonga Canyon Wash to Hermosa Avenue for a 6-lane freeway and two
HOV lanes (with $7.44 million to be requested later, and $21.007 million from
other sources. The $17.5 million is $2.008M state, $15.492M Federal). The
second proejct was segment 4 from Hermosa Ave to Milliken Avenue. This is also
6-lanes plus 2 HOV. The cost for this is $10.166M ($1.167M state, $8.999M
Federal), with $10.7M from other sources.

A 5˝-mile stretch of the new freeway, from Rancho Cucamonga to Fontana,
opened in July 2001. The new stretch extends from Day Creek Boulevard in Rancho
Cucamonga to Sierra Avenue in Fontana. The eight lane thoroughfare, including
two carpool lanes, is expected to handle between 115,000 and 120,000 vehicles
each day. According to Don Hagstrom in May 2002, Route 210 (former Route 30) is
open from Day Creek Bl. to Sierra Ave. The portion from Foothill Bl. in La
Verne (connecting to the current open portion once known as Route 30) to Sierra
opened on November 24, 2002, and will be numbered as Route 210. The rest of the
freeway into Rialto and San Bernardino, connecting with the stub portion west
of I-215 will be complete by 2007.

In June 2002, the CTC had on its agenda the relinquishment of 08-Sbd-30-PM
9.6/9.9 and PM 94/9.9 in the City of Rancho Cucamonga. This is likely original
routings bypassed by the new freeway. In November 2002, they considered
relinquishing 08-SBD-30-PM 0.0/4.0 in the City of Upland,a portion bypassed by
the new Route 210.

In April 2003, the CTC considered relinquishment of quite a few segments of
what was presumably the old routing: 08-SBd-15, 30-PM 9.2/9.4 Routes 15, 30 in
the City of Rancho Cucamonga; 08-SBd-30-PM 9.4/9.6 Route 30 in the City of
Rancho Cucamonga; 08-SBd-30-PM 12.7/15.0 Route 30 in the City of Fontana;
08-SBd-30, 210-PM 4.0/9.4 Routes 30, 210 in the City of Rancho Cucamonga; and
08-SBd-30, 210-PM 9.2/12.6 Routes 30, 210 in the City of Fontana.

According to one correspondant, within the city of Upland, all Route 30
shields have come down. There remain, however, shields for Route 30 in Rancho
Cucamonga, Fontana, and Claremont and La Verne (although recently the freeway
entrance shields for the ramps at Lone Hill and San Dimas Avenues have been
changed from Route 30 to Route 210).

The non-freeway routing is unsigned on 19th Street from Mountain Avenue to
Haven Ave. in Upland and Rancho Cucamonga.

In August 2005, the CTC considered relinquishment of the Route 30 right of
way in the City of Upland, along the old alignment of State Route 30, from the
westerly city limits to 0.25 mile east of the westerly city limits, consisting
of superseded highway right of way.

As of December 2008, field reports confirmed that Route 30 is now completely
resigned as Route 210 on all overhead signs and trailblazers, as well as on
approaching routes. In some cases, a Route 210 shield was pasted over an Route
30 shield on the overhead signs, but in many cases, an entirely new sign panel
was put up. About half of the postmila bridge ID signs at the overcrossings and
undercrossings have been changed from SBD-30 to SBD-210. The postmile markers
that showed the route as Route 30. There appears to be one exception, on the
short Route 259 connector that links NB I-215 with eastbound Route 210. There
is one interchange on that route at Highland Avenue. The shield on the freeway
entrance sign at Highland for NB Route 259 (which defaults into EB Route 210)
is still an Route 30 shield, rather than Route 210, and the sign designating it
as the business route for Route 18 and Route 30 is still there approaching the
Highland offramp.

In June 2011, the CTC authorized relinquishment of right of way in the city
of Highland along Route 30 on Victoria Street, consisting of collateral
facilities.

The following segments are designated as Classified Landscaped Freeway:

The segment of this route from Route 210 to Route 10 is named the
"Foothill" Freeway (although it is not all constructed to freeway
standards). It was officially named by Senate Concurrent Resolution 29, Chapter
128, in 1991.

This portion of this route from Route 66 to Route 210 is part of
"Historic Highway Route 66", designated by Assembly Concurrent
Resolution 6, Chapter 52, in 1991.

Bridge 54-0592 on I-10, the I-10/Route 30 interchange in San Bernardino
county, is designated the "Chresten Knudsen Interchange". It was built
in 1962, and was named by Assembly Concurrent Resolution 21, Chapter 47, in
1991.

The portion of this route from Route 66 to Route 210 is part
of the "Arrowhead Trail (Ocean to Ocean Trail)". It was named by
Resolution Chapter 369 in 1925.

The portion above was part of the "National Old Trails
Road".

The portion above was part of the "New Santa Fe Trail".

The portion above also appears to have been part of
the "National Park to Park Highway", and the "Pikes Peak Ocean to
Ocean Highway".

HOV lanes are under construction or planned as follows:

From I-210 to Foothill Blvd. These are scheduled to open in February
1998.

From Foothill Blvd to the San Bernardino County line. Construction starts
January 1998.

From the San Bernardino County line to Mountain Avenue. Construction
starts in February 2000.

From Mountain Avenue to W of Cucamonga Canyon Wash. Construction starts
December 1999.

From W of Cucamonga Canyon Wash to Hermosa Avenue. Construction starts in
October 1999.

From Hermosa Avenue to 0.4 mi W of East Avenue. Construction starts in
November 1998.

From E of Hemlock Avenue to 02 mi E of Sierra Avenue. Construction starts
in December 1999.

From 0.2 mi S of Pipeline Avenue to 0.9 mi S of Central Avenue.
Construction starts in December 2000.

[SHC 253.1] Entire route; the portions from Route 210 to Route 66 and from
Route 215 to Route 10 are constructed to freeway standards. Added to the
Freeway and Expressway system in 1959; references were corrected to Route 210
in 1999.

The routing that was to be LRN 30 was defined in the 1909 First Bond Issue
as running from Oroville to Quincy. This was likely the Oroville-Quincy
Highway. In the 1919 Third Bond Issue, the route was abandoned as a state
highway and LRN 21 extended to cover the mileage to Quincy.

In 1959, Chapter 2089 added a new definition for LRN 30, running from LRN 31
near Devore to LRN 26 near Millikan Avenue. This was a duplication with part of
LRN 193. This is the routing of the present-day I-15, and for a time was signed
as part of Route 31 (Temporary I-15).

Former State Route 31

No Current Routing.

In 1963, this route was defined to run from Route 91 near Corona
to Route 15 [now I-215] near Devore, passing near Milliken Avenue at its
junction with Route 10.

In 1974, Chapter 537 transferred this segment to Route 15. At one point,
this was signed TEMP I-15 until they completed construction of Route 15.

The route that would become LRN 31 was first defined in the 1916 Second
Bond Act as "an extension of the San Bernardino county state highway lateral to
Barstow in San Bernardino County by the most direct and practical route..."
(i.e., US 66 to Barstow). In 1925, the route was extended to Nevada by Chapter
369, which authorized and directed "the California highway commission to
acquire necessary rights of way, and to construct and maintain a highway, which
is hereby declared to be a state highway, extending from Barstow...to a
point...on the boundary line between the state of California and the state of
Nevada...which said highway is commonly known and referred to as the Arrowhead
trail.". In 1933, the route was extended again with a segment from "[LRN 26]
near Colton to [LRN 9] near San Bernardino via Mt. Vernon Ave".

This was primary state highway from San Bernardino to the Nevada State
Line.

In 1957, Chapter 1911 removed the branch on Mt. Vernon Avenue, which
appears to have been signed as US 395/US 91. That segment was subsequently
rerouted onto a new alignment (presumably the eventual I-15 alignment).

Signage on the route was as follows:

Between San Bernardino and Devore: Cosigned as US 91/US 66/US 395.
This is currently I-215.

Between Devore and 7 mi SW of Victorville: The route was cosigned
as US 66/US 91/US 395. This is present-day I-15. US 395 (LRN 145) diverged and
headed N at this point.

Between 7 mi SW of Victorville and Barstow: The route was cosigned
as US 91/US 66. This is present-day I-15. At Barstow, US 66 (LRN 58) diverged
and headed E.

Between Barstow and the Nevada state line: The route was cosigned
as US 91/US 466. This is present-day I-15.

State Route 32

In 1963, this segment was defined to run from "Route 5 near Orland to
Chico". In 1972, Chapter 1216 changed the terminus to "Route 99 near
Chico".

In 1934, Route 32 was signed along the route from Orland at Jct. US 99
to Jct. Route 36 near Deer Creek Meadows, via Chico. It was LRN 47 between US
99W (LRN 7; present-day I-5) and US 99E (LRN 3; present-day Route 99). This
portion of LRN 47 was defined in 1919.

In July 2008, the CTC relinquished right of way in the city of Orland
between the westerly right of way of the Southern Pacific Railroad and postmile
L0.30 consisting of superseded highway right of way, and relocated and
reconstructed city streets, sidewalks, and landscape areas.

In March 2013, the CTC relinquished right of way in the city of Orland
along Route 32 at 8th Street, consisting of collateral facilities inadvertently
omitted from a previous relinquishment.

In 1963, this segment was defined to run from "Route 99 near Chico to
Route 36 near Deer Creek Meadows." In 1984, Chapter 409 simplified the
definition to "Route 36".

In 1934, Route 32 was signed along the route from Orland at Jct. US 99
to Jct. Route 36 near Deer Creek Meadows, via Chico. Before 1964, this segment
of Route 32 was LRN 47 between US 99W (LRN 3) and Route 36 (LRN 29). This
portion of LRN 47 was defined in 1933.

In 2007, the CTC did not recommend using the Corridor Mobility
Improvement Account (CMIA) to fund widening from Route 99 to Yosemite Dr.
However, in May 2011, the CTC approved for future consideration of funding a
project that will widen and improve approximately 2.6 miles of Route 32,
beginning at Route 99 and extending past Yosemite Drive. The project will widen
Route 32 from two to three lanes in each direction from the east side of the
Route 99 interchange to just east of Fir Street. The roadway will then be
widened from two to four lanes (two in each direction) from east of Fir Street
to Yosemite Drive, where the roadway width will transition down from four lanes
to the existing two lanes. The project will also modify the ramp terminal
intersections and the couplet at the Route 99/Route 32 Interchange. The Route
32 intersections with Forest Avenue, El Monte Avenue and Bruce Road will be
widened and the existing signals will be modified. The Route 32 intersections
with Fir Street and Yosemite Drive will be widened and new signals will be
installed. The project scope also includes open graded asphalt, shoulder,
median, guardrail (timber barrier), landscaping, signal and bridge improvements
as well as sound barrier installation along select rear yards of residential
properties that abut Route 32. The proposed project will relieve traffic
congestion, increase capacity, improve signal operations and enhance
safety.

In May 2011, the CTC amended the CMIA baseline agreement for the Route
32 Widen Phase 1 project (PPNO 2107) in Butte County to remain within budget.
This inlcuded revising the project limits from Post Mile 10.1 - 11.1 to Post
Mile 10.3 - 11.3 to accommodate scope change. The purpose of this project is to
add a lane in each direction on the section of Route 32 from the Route 32/
Route 99 intersection eastward approximately one mile to the Forest Avenue
intersection, which will improve safety, relieve congestion and mitigate
traffic queues at the Forest Avenue/Route 32 intersection. During the design
phase, it was discovered that the limits of the project would need to be
shifted to just east of the Forest Avenue intersection, in order to accommodate
the roadway transition from four lanes back down to two lanes. Furthermore, it
was discovered that the work to build these roadway design tapers for the
transition from four to two lanes, impacts the nearby Dead Horse Slough Bridge,
which will now need to be widened. The additional scope and costs related to
the widening of Dead Horse Slough Bridge were not part of the original baseline
agreement. In order to remain within budget, the project was changed to widen
the Dead Horse Slough Bridge to accommodate roadway tapers at Forest Avenue,
and to eliminate signal, roadway and widening work at the intersection of Route
32 and Route 99 as well as at Fir Street.

In August 2011, the CTC approved an allocation of $3.425 million to a
project to widen to four lanes a stretch of Route 32 in east Chico. The city of
Chico will be kicking in $3 million to the Route 32 work, which will stretch
east from the park and ride lot at Route 99, to just past the Dead Horse Slough
bridge east of Forest Avenue. The work will also extend down Forest to Humboldt
Road, and will improve northbound left turns from Forest onto Route 32 by
adding a second dedicated left turn lane. The work will include widening the
Dead Horse Slough bridge to four lanes. The ultimate plan is to widen the
highway to four lanes as far east as Yosemite Drive.

In April 2012, the CTC approved revising the project schedule. The Route
32 Widen Phase 1 project originally proposed to widen Route 32 from Route 99
(PM10.1) to east of Forest Avenue (PM11.1). The project is needed to improve
traffic operations on a portion of Route 32 in an urbanized area of Chico
feeding Route 99. The completed improvements will mitigate queues of traffic,
relieve congestion, increase capacity, and improve safety. The project was
programmed at the Commission’s May 2010 meeting to be funded with a
combination of Corridor Mobility Improvement Account funding and local funding.
A construction allocation was approved by the Commission at its August 2011
meeting; however a contract award has been delayed due to a recent court
decision which affected the project funding. Specifically, the recent
California Supreme Court decision that eliminated all re-development agencies
and related funding impacted the City’s financial plan for the Route 32
Widen Phase 1 project. Additional time to award the contract wass needed for
the City to revise its financial plan in which the City will re-allocate City
development impact fees and gas tax revenues to the project. Once the revised
financial plan has been approved by the City Council, the City Manager will be
able to move forward with awarding the contract which was anticipated by June
30, 2012. Closeout is now estimated for May 2014.

There is an historical plaque in Butte County commemorating the 14
Mile House. In June 1864, the Chico and Humboldt Wagon Road Company was
incorporated, and John Bidwell and other Chicoans received the franchise to
construct a road to connect the City of Chico with the Idaho Mines. Nick Spires
built accommodations on that road at a site located on the rim of Little Chico
Creek Canyon for travelers and their livestock. Paul Lucas bought the land from
Nick Spires, and Paul Lucas' son, John Lucas, built a fine two-story hotel. The
hotel, a slaughter house, and a hide house, which later served as a school for
Chico Canyon children, were collectively referred to as 14 Mile House. Soon
after the turn of the 19th century, the toll house that was adjacent to the
road was moved four miles north, nearer to today's Forest Ranch, and the last
remaining 14 Mile House building, the old barn, disappeared in the 1960's. In
2001, a historical plaque commemorating the 14 Mile House was authorized in the
right-of-way of Route 32 in Butte County at a site that is located along Route
32, lying approximately 12.7 miles east of the junction of Route 32 and Route
99, at the site of the 14 Mile House. Authorized by Senate Concurrent
Resolution 59, Chapter 101, 9/4/2001.

[SHC 253.1] Entire route. Added to the Freeway and Expressway system in
1959.

In July 2002, the CTC considered for funding and future adoption a
realignment of Route 32 in the City of Orland. This new route adoption runs
from 0.06 mi W of Eighth St to Sixth St.

The route that would become LRN 32 was originally defined in the 1915
Second Bond Act as "an extension connecting the San Joaquin valley trunk line
at a point between the city of Merced in Merced County and the city of Madera
in Madera County with the coast trunk line at or near the city of Gilroy in
Santa Clara County, through Pacheco Pass, by the most direct and practical
route." In 1933, it was extended from "Coast Road near Watsonville to [LRN 2]
in Santa Clara Valley via Hecker Pass". Thus, by 1935, it was codified as:

A point on [LRN 4] between Merced and Madera to [LRN 2] near Gilroy,
via Pacheco Pass.

In 1959, Chapter 1062 combined the segments and extended the routing to
LRN 249, which was the proposed "Easterly" freeway, Route 65. This made the
definition "LRN 56 near Watsonville to LRN 249 near Sharon via Hecker Pass and
Pacheco Pass."

This is currently signed as Route 152. As with present-day Route 152,
the portion of the routing E of US 99 (LRN 4; present-day Route 99) due E to
the Fresno River, where it intersects unconstructed Route 65 (LRN 249) is
unconstructed.